Internal-combustion engine.



W. H. CAMP.

INTERNAL COMBUSTION ENGINE.

APPLICATION TILED AUG. 31, 1912v Patented Aug. 18, 1914 5 SHEETS' SHEET l.

1 u uantoz [1. [1. C a 7n 7) Wilueooeo W. H, CAMP.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 31, 1912.

5 SHEETSSHEET 2.

W. H. CAMP.

INTERNAL COMBUSTI01-Iv ENGINE APPLICATION FILED AUG.31, 1912.

Patented Aug. 18, 191i wi tmemo W.- H. GAMP.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.31,1912.

Patented Aug. 18, 1914.

\ 5 SHEETS-SHEET 4.

w. H. CAMP.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 31, 1912,

Patented Aug. 18, 1914.

5 SHEETSSHEET 5.

gnaw-Mot WARNER HILL CAMP, OF .ILAN'IA, GEQBGIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented. Aiig. 18, 191.4.

Application filed August 31, 1912. Serial No. 718,129.

To all whom it may concern:

Be it known that I, WARNER H. CAMP, a citizen of the United States, residing at Atlanta, in thecounty of Fulton and State of Georgia, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings.

This invention comprehends new and useful improvements in internal combustion engines, andhilelates to that class of gas en gines which ve provided within the cylinders thereof a valve sleeve provided with a series of ports which are brought into com munication with corresponding ports formed within the cylinder, thereby providing for admission of the combustible vapors to the communicate alternately with the exhaust the products of combustion.

One of the principal objects of the many which are readily apparent from the present invention to those skilled within the art, is to provide a cylinder with a vacuum cham: her in which the valve sleeve operates and reciprocates, whereby the valve sleeve will 7 be caused to return to its uppermost position and also to construct this valve sleeve so that the pressure of compression and explosion within the cylinder will cause it to descend, so that the exhaust and intake ports, respectively may he quickly and readily operated.

Another object of the present invention is to provide a valve sleeve for an engine of the above character having a large port area therein extending around the circumference of the sleeve which is adapted to register with the intake and exhaust ports formed within the cylinder of'the engine, which are substantially of large area, so that upon a small reciprocatory movement of'the valve sleeve. the ports in the said' sleeve will full y communicate alternately with the exhaust and intake ports of the cylinder.

A further objector the invention resides in providing cylinders which are properly water-jacketed so as to provide uniform expansion throughout the same and another object is to provide separable sleeves which are spaced one from the other and which reinforce the cylinder frame against internal pressure strain.

A still further object of the invention is to provide a valve sleeve which has-the bore thereof slightly enlarged at the one end and provided-with po z's which-are adapted for'j registration with theintake and "exhaust ports of the cylinder and 'still another ob- -ject of the invention resides in the provi- 6 sion of a water cooled ring which'depends within the cylinder for the protection of the ports formed within the sleeves against the heat caused bvexplosions in said cylinder.

With these and other objects in'view the that no limitation is necessarily made to the recise structural details therein'exhibited ut that the right is reserved to'a'nj v changes,' alterations, and modifications to which re course may be had within'the'scope of the invention and without departing from the spirit or sacrificing the efficiency of the so same.

In the said drawings, Figure 1 is a vertical section taken throughbne cylinder of the engine embodying my invention. Fig.

2 is a similar section taken atright' angles 8:5 to Fig. 1.

Fig. 3 is a horizontal section taken on the line 3-3 of Fig. 1'. Fig. 4: is a similar section-taken on'the'line 4-4 of Fig. 1. Fig. 5 is a similar section taken on the line 5 5 of Fig. 1. Fig.6 is another horizontal section taken on the line 6- 6 of Fig. 1. Fig. 7 is a plan view of the-cam ring and the gearing operatively connected thereto. Fig. 8 is a detail section through v the casing illustrating the cam ring in olevation. Fig. 9 is a'diagraminatic view of one side of the c'a'm'track. -Fig. 10 is a detail sectional 'view'taken through the crank shaft casing} and Figs. 11 to 17 are diametric illustrations as to the position of the valve sleeve Within one cylinder during the operation of the engine.

In the accompanying drawing forming a part of the subject matter of the present invention, corresponding parts'are illustrated, i

bv like numerals: throughout the several vlevvs.

The crank shaft casingfindiitated by the; numeral 1, is adapted to he's'u'pported upon, a support in thef'u'sual inan'nerI- andan oilii channel 2 is' 'forined ir'r'thebottoni of the crankcase. A strainer 3;"lio'ive'vei, isdisposcd over the clia'nneI, s that the oil passfor a purpose which is ohvi turning to the tank. Formed within the casing adjacent the upper extremity thereof is an annular flange 4 forming a recess 5, for a purpose which will be hereinafter described, and extending through the crank shaft casing is the usual crank shaft 6.

The cylinder casing supported upon the crank shaft casing 1 comprises an inner member 7 which is cast from one integral piece of material, and provided with recesses or channels 8 to form a suitable water jacket. A cylinder head 9 also has channels 10 extending through the same which communicate with the recesses or channels 8, formed within the main body portion of the casing and thus a complete water circuit is provided. This cylinder head is detachably secured to the body portion of the cylinder by means of stud bolts 11.

The inner portion 7 of the cylinder cas ing is practically entirely inclosed by an inner sleeve 12, and an outer sleeve 13. This inner sleeve 12 is made of a particular metal which will withstand the constant wear of the various parts thereon and thus increase the general durability thereof. The outer periphery of the inner member 7 is corrugated as at 1e, and in the manufacture of this casing, the outer sleeve 13 is placed thereupon in a heated state and as the same cools, it will shrink upon the outer portion of the inner member 7 thereby making a de sirable construction which will increase the life of the cylinder and also strengthen the same.

An intake chamber 15 is formed within the cylinder casing and completely encircles the same and is in communication with the intake manifold 16 of the engine by means of a thimble 17. The inner sleeve 12 of the cylinder casing is provided with a plurality ofopenings 18 communicating with the coxiibustien hamber thereof and which extend around said sleeve for the greater portion of the circumference of the same to provide intake ports for communication with the intake port of the cylinder. An exhaust chamber 19 encircles the cylinder casing and is also in communication with an exhaust manifold 2 by means of a thimble 21, and the leave 12 is provided with a plurality of exhaust openings 22 which are in communication with the upper extremity of the exhaust chamber 19. These intakeand exha st ports practically encircle the entire circumference of the combustion chamber to insure absolute symmetry and that portion of the sleeve 1.2 between the series of orts l8 and :22 is indicated as 23 at which point the opening formed within the valve sleeve registers during the explosion of the engine, which will be hereinafter described, and this ring is properly water iac eted, as shown The valve sleeve, indicat hy the 1111- 1 meral 24, is slidably and rotatably mounted within the inner sleeve 12 of the cylinder casing and has its upper extremity bored'to an increased diameter 25 which operates within a vacuum chamber 26, formedbetween the inner sleeve 2 and the cylinder head 9. This valve sleeve is provided adjacent the lower extremity of the increased diameter portion thereof, with a plurality of ports 27 which are adapted to registerwith the intake and exhaust ports of the cylinder casing. A piston 28 is mounted to reciprocate within the valve sleeve and is connected to the crank shaft of the engine by means of the pitman rod 29, in the usual manner. This valve sleeve is provided with an annular flange 30 and an adjustable flange 31 between which is adjustably mounted a cam ring 32 which is designed to rotate on the sleeve .24 within the recess 5 formed within the upper extremity of the crank shaft casing, and the flange 4 forms a guide for the lower end of the valve sleeve. This cam ring 32 is provided with a groove 33 in which travel conical shaped rollers 34, which are adjustably mounted within the upper extremity of the crank shaft casing and arranged diametrically opposite. These cone shaped rollers operate within the cam groove 33, insuring proper reciprocation of the valve sleeve during the rotation of the cam ring 32 on said sleeve. and to provide means for rotating this cam ring 32, I provide mechanism which is in operative connection with the crank shaft of the engine. This mechanism comprises a beveled gear 35 which is keyed to the crank shaft of the engine and which is in mesh with the beveled gear 36 keyed upon the lower extremity of a vertically extending shaft 37 journaled within the crank shaft casing. The outer periphery of the cam ring 32 is provided with gear teeth 38 which are in mesh with a pinion'39 keyed upon the upper extremity of the shaft 37,

ereby upon the rotation of the crank shaft, a rotary movement will also be imparted to the cam ring on the valve sleeve. This connection between the crank shaft and the cam ring is a four to one connection, that is, upon four revolutions of the gear wheel 39, the cam ring will be rotated but once and the valve sleeve will be moved slightly in accordance therewith. It must be here stated that the cam ring is rotatable on the lower end of the sleeve 24, independent of the latter and primarily for the purpose of controlling the reciprocation of the same, but said sleeve is capable of rotation in the cylinder casing and at times is given a partial rotation in view of the slight friction between said cam ring and the members 30 and 31, between which said can: ring is disposed.

The cylinder head 9 is provided with a initiation between the interior of the annu= lar 4= and the water chamber of the lqviinder head, tl'ieneby producing an explosion chamber which is properly water jerketed to insm-e cooling. The openings termed between the said bosses d1 provide a passageway communicating the intake chamliler with the explosion chamber of the cylinder. This cylinder head 9 is provided with the usual spark plug 42 and is completely covered by a easing 43 which forms a continuation of the outer sleeve 13 of the cylin- (l8!) casing to give the engine a neat appearance. and this casing is also provided withv an insulated opening 44 through which the wires of the circuit in which the spark plug is included may extend. This cylinder head I is provided with outer packing rings 4% Wllll'fll contact with the walls of the cylinder i (using to insure an air tight covering for. vacuum chamber 26. An apertured bolt ell is adjustubly mounted within a recess 46 i formed within the cylinder head and the said recess in conununication with the upper extremity of'the vacuum chamber by nwins of a ps'lssageway 47. This will ob or oil which should accumulate within lure vacuum chamber and a spring actuated valve n is mounted Within the recess 16 t0 prevml an air from entering the vacuum arhamlwr during the downward stroke of the val ve sleeve.

ll: apparent from the foregoing that 1 the explosion takes place within the the same will not upon the beveled formed upon the interior of the e and ion-c the some downwardly and vacuum then created Within the "l'lainbcr it; will a-ip mrently counterbalance i. c valve sleeve and llilVC a tendency to rern the same to its normal or raised posiand the can! ring will obviously, rougl'l the mechanism before described, uniform lLClPlOCi-tl movement of to insure proper timing of we adiustable tlangr 1, mounted extr oi the valve sleeve, portion 50 through to pro ide a ock said in place. 1. 1: A, for locking said eupislted position and particupurpose of taking up any lost meen the ring member and sleeve. anifo d 51 is in communication pfiresgs ey f rmed i hin at by means 01 2 sleeve ding annular and hollow flange 40 i'lonsl provide means for the escape of any i To properly lubricute the valve sleeve and tuning mecharnsn'i I provide Within the cylinder casing communicating arteries or passageways which are in communication with an oil manifold 53, whereby the oil may be forrcd around the valve sleeve by means of a pump in any well known or preferred n'lanner. The inner member 7 of the cylinder casing is provided with a pair of circular passageways 54, which are in communical'ion by a vertical passageway .55 and the last mentioned passageway being in. cormnuniration with the oil manifold, as shown. The medial portion of the periphery of the valve sleeve'is provided with a' spirally arra nged oil groove 55 which is in communica'tion with the passageway 54 by means of openings 56 extending through the inner sleeve 12 of the cylinder easing. This will apparently provide a Sllhtfllbl8 ;0 li supply to the outer periphery of the sleeve valve to insure a, uniform operation lof'the same. A semi-circular passageway 57. is formed within the upper extremity of the cylinder casing and is also in communication with an oil groove 5.8 formed within the outer periphery and adjacent the upper extnemnilty of the valve sleeve to provide means for lubricating the upper extremity of the sleeve during the operation thereof. The lower circnlaripassageways 54am in communication with the crank case by means of a passageway 59 whereby the oil may exhaust into the lower extremity of the crank casing and discharges through the passage Way 2. I

It i obvious from the foregoing that the sub-.22 inospheric pressure or vacuum in the vacuum chamber operates on the extreme upper end of the valve sleeve and assists in drawing the valve sleeve toward the head of the cylinder and thereby opens the intake port, this taking place during the stroke immediately following the exhaust. In this connection, reference should be hadv to the diametric illustrations as shown in Figs. 11 to 17 0f the drawing and taken in connection with the diagrammatic illustration of the cam groove, as shown in Fig! 9 of the drawing. When the valve sleeve is at its uppermost position, it will be in the position as shown in Figs. 1, 2 and 12 of the drawing, and upon the next down stroke of the piston, the charge of s will be drawn therein through the mud; openings, as'shown upon the next Stroke of the piston, as illustrated in Fig. 13 of the drawing. During the aforesaid stroke of the piston, the cam ring is in continual rotation through the mechanism before described and the rollers 34 will travel within. the cam groove at a distance .equal to A B as shown in .Fig. 9 of the drawing, thereby also insuring proper reanmcation of the slee e to bring the ports formed within the valve sleeve out of alinement with the intake ports of the cylin der casing, thereby cutting off all communication between the combustion chamber of the cylinder and the inlet and outlet ports. Upon the next upward stroke of the piston, as shown in Fig. 14 of the drawing, the gases contained within the cylinder will be compressed and the compressed gas acts on the counter-bore of the valve sleeve to shift the same downwardly and outwardly, thereby acting against the vacuum contained within the vacuum chamber at upper end of valve sleeve and still closing the communication between the ports of the casing and the combustion chamber. .lVhcn the piston is traveling upon this up stroke, the cam ring will also travel the distance from B to C, as illustrated in 9 of the drawing thereby properly controlling the operation of the valve sleeve. \Vhen the piston is in its second uppermost position, the ignition takes place within the cylinder and obviously forces the piston downwardly, as shown in Figs. 14 and 15 of the drawing, and when this ignition occurs, pressure (additional to piston compression) within the combustion chamber acts with 'sutlicient force on the counterbore of the sleeve to shift the same downwardly thereby causing the ports contained within the valve sleeve to register with the exhaust ports of the cylinder casing and permitting the gases within the combustion chamber to exhaust therethrough. During this downward or working operation of the piston, the camriug will travel the distance from C to D. and E as illustrated in Fig, 9 of the drawing, and owing to this inclined portion of the cam groove, it will also insure the proper operation of the sleeve, bringing" the same in alinement with the exhaust ports of the cylinder casing. Upon the next upward stroke of the piston, the vacuum contained within the vacuum chamber will cause the valve sleeve to ascend as the pressure within the combustion chamber is exhausted and the cam ring will travel the distance from E to F, thereby preventing the valve sleeve from assuming its uppermost position but at a position where the ports contained within the valve'sleeve will be in alinement with the ring 23, thereby cutting oil all communication between the ports of the cylinder and the combustion chamber. The cam ring then travels the distance from F to G, thus permitting the valve sleeve to ascend to its up permos't position and bringing the ports con tained within the sleeve into alinement with the intake ports of the cylinder, thereby per mitting the gases to be brought into the cylinder upon the suction of the next down stroke of the piston: It is apparent that the sub-atmospheric pressure or vacuum containcd within the vacuum chamber has tendency to hold the valve sleeve in itsuppem most position, but the compression within the cylinder overcomes the action of the vacuum, thereby causing the valve sleeve to descend and the cam ring with its mechanism as before described serves to insure proper posi tion of the valve sleeve to properly control its movements.

In Fig 9 of the drawing, I have only illustrated one half of the cam groove 33 formed within the cam ring but it is of course, obvious that the other oali of the "JET: groove will. extend in an opposite direc tion from that portion of the cam groove shown, so that the rollers 34 will be arranged diametrically opposite within the casing and act jointly during the rotation of the cam ring so that upon one complete revoluticn of said ring, the crank shaft will have made four revolutions and obviously two explosions within the cylinders of the en gine will take place during a single rotation of the cam ring.

It will be manifest from the foregoing; that an internal combustion engine of this character will be simple, durable and strong; when in use, the parts of which may be cheaply manufactured and readily assembled and installed, and which will require practically no attention to maintain the proper running order thereof.

Having thus described my invention, what I claim is I 1. In an internal combustion engine, the combination of a cylinder having a combustion chamber, said cylinder being provided with intake and exhaust ports and having a vacuum chamber formed therein. a piston operative in the cylinder, and a valve sleeve capable of reciprocation in the cylinder to control the intake and exhaust ports ther of, such sleeve having a portion subject to action of vacuum in the vacus' ii chamber to cause reciprocation of the in one di rection and also a portion subject to the coinpression in the combustion chamber to cause reciprocation of the sleeve in a reverse direction.

2. In an internal combustion combination of a. cvlinhaving a combustion chamber, said c} r being provided with intake and exhaust pr and having; a vacuum chamber formed therein, a piston operative in the cylinder, and a reciprocahle valve sleeve controlling said ports, such sleeve" having a portion thereof subject to the action of vacuum in the vacuum chamber to cause reciprocation of the sleeve in a dimotion to open the intake port and having a portion subject to the pressure of explosion in the combustionchamber to cause reciprocation of the sleeve in a reverse iii section to open the exhaust port.

in an inter engine, the

with intake and exhaust ports and having a vacuum chamber formed therein, a piston operative in the cylinder, and a'reciprocw tory valve sleeve in the cylinder for controlling the intake and exhaust ports, such sleeve havin va portion thereof subject to the action 0 vacuum in the vacuum chamher to cause reciprocation of the sleeve in a direction to open the intake port and an other portion subject successively to the coinpression and explosion pressures in the coma valve sleeve reciprooatablg ustion chamber to reci rocate'the sleeve in a reverse direction to c ose the intake port and subsequently open the exhaust port.

4. In a gas engine of the type described, the combination of a cylinder casing, a valve sleeve reciprocatably mounted therein, a cam ring rotatably mounted upon said valve sleeve, and ,means in operative connection with said cam ring for' controlling the proper reciprocation of said sleeve, said valve sleeve being also capable of a slight rotary movement through the operation of the last mentioned means.

5. In an internal combustion engine of'the four cycle type, the combination of a cylinder casing, of a valve sleeve rotatably and reciprocatably mounted therein, a cam ring rotatably mounted upon said valve sleeve, rollers adjustably mounted within said casing and operative within a' groove formed within said cam ring, and means for rotating positively, the cam ring for insuring proper rotation and reciprocation of the valve sleeve.

6. In aninternal. combustion engine of the four. cycle type, the combination of a cylinder casing, a -valve sleeve operatively mounted therein, a crank case in connection with said casing, a crank shaft mounted within said crank case, a piston reciprocatablymounted within said valve sleeve and in operative connection with said crank shaft, a ring mounted upon said valve sleeve and havinga cam groove formed therein,

means in operative connection with said ring for positively rotating said ring and rollers operative within said lcamgroove for controlling the proper reciprocation of said ring and valve'sleeve, substantially as described.

7. In an internal combustiotn engine of the four cycle type, the combina ion of a cylinder casing, a cylinder head mounted thereupon and depending within said casing, a portion of the depending art ofsaid head being spaced from the wal of the cylinder to provide a vacuum chamber therelgetween,

mounted within said cylinder casing and aving an extension of increased inside diameter extending within said vacuum chamber, means for controlling the reciprocation of said sleeve, the compression on said cylinder casing and the vacuum in said chamber assisting, respectively, in the downwardand upward movement of said valve sleeve.

8. In a four cycle internal combustion'engipe, the combination of a cylindercasing, of a cylinder head mounted thereupon,andhaving a portion depending within the cylinder casing, a portion of the depending part of said head being spaced from the wall of the cylinder to provide a vacuum chamber therebetween, a valve sleeve operatively mounted within said cylinder casing and projecting in said vacuum chamber, said cylinder head having apassageway formed therein communicating said vacuum chamber with the atmosphere and a spring actuated valve mounted within said passageway, substantially as and s for the purpose specified.

J 9. In an internal combustion engine of the four cycle type, the combination of a crank shaft casing, an annular flange extending within the same, a cylinder casing mounted upon the crank shaft casing, a valve sleeve .mounted' within said casings, a cam ring mounted upon the said valve sleeve and operatively mounted between said annular flange and said cylinder casing, means for rotating and reciprocating said cam ring for insuring theproper operation of said valve sleeve, substantially as described;

10. In an internal combustion engine of the class described, a cylinder, a cylinder head mounted thereon, said head being pro vided with a water-cooled depending portion arranged in spaced relation to the inner wall of the cylinder to provide an annular vacuum chamber therebetween, intake and exhaust ports provided in connection with in said cylinder, and a reciprocal valve sleeve mounted in the cylinder between the .inn'er wall thereof and said piston, the uper end of said sleeve; being increased in di ameter to fit .snuglyin the aforesaid annular vacuum chamber whereby to cause the reciprocation of the sleeve in a direction to open the intake port. the remaining portions 'of said valve sleeve being subject succes sively to the com uessiou and explosion pressures in the cylinder to reciprocate said sleeve in a reverse direction, whereby to close the intake port and subsequently open the exhaust port.

In testimony whereof I hereunto ailix my signatu're'in the presence of two witnesses.

F. M. NASH, H. R. Eicrrenno.

the cylinder, a piston operativcly mounted.

lid 

